Air-mixing attachment for auto-engines



H. COLEMAN. AIR MIXING ATTACHMENT FOR AUTO EN GINES.

APPLICATION FILED JULY 6, I920.

Patented Mar. 29, 1921.

kinda,

I 611mm UNITED STATES PATENT OFFICE.

HERMAN COLEMAN, OF KANSAS CITY, MISSOURI, ASSIGNOB, 0F ONE-HALF TO SYDNEY M. ABRAMOVI'IZ, OF KANSAS CITY, MISSOURI.

AIR-MIXING ATTACHMENT FOR AUTO- ENGINES.

Specification or Letters latent.

Patented Mar. 29, 1921.

Application filed. July 6, 1920. Serial No. 394,185.

To all whom it may concern:

Be it known t at I, HERMAN COLEMAN, citizen of Russia, and resident of Kansas City, county of Jackson, and State of Missouri, have invented a certa1n new and useful Improvement in Air-Mixing Attachments for AutoEngines, of which the following is a complete specification.

The present invention relates to accessories for explosive engines, and aims to pro Vide a novel form of attachment for modifying the fuel feeding action, as wellas improving the fuel mixture. and effecting an economy in the amount of fuel required tor the operation of the engme.

Accordingly I have devised an improved air-mixingattachment adapted to form an auxiliary connection between the breather pipe of the motor crank-case, and the carbureter, whereby air is conducted from the crank-case to the carbureter, together with means for automatically regulating the amount of air which is allowed to pass through the attachment.

With the foregoing general obyect in view, the invention will now be described with reference to the accompanying drawing, wherein is illustrated a suitable form of embodiment of theproposed improvement, after which the features therein deemed to be novel will be particularly set forth and claimed.

In the drawing Figure 1 is a side elevation of an explosive engine provided with an air mixing attach mentembodying the proposed features of improvement;

Fig. 2 is an enlarged sectional detail view of the parts comprising the attachment; and

Fig. 3 is a sectional view, ie ')resenting a section taken on the line 3-3 of Fig. 1.

Referring now to the said d 'awing in detail, this illustrates the improved device as applied to an explosive engine 4; of the form enerally used on the connnercial type of ord automobile, the cranlccase 5 of which engine is provided with the usual breather pipe 6 forming a vent passage for the crania- CLSQ. In place of the breather-cap which is usually mountedon this pipe 6, 1 provide a stand-pipe 7 adapted to be mounted in position on said pipe 6 as illustrated in Figs. 1 and 2, the connection between the pipes'G and 7 being such as to permit of the noses sary circulation of air into the crank-case.

The lower end of the pi. 3e 7 is equipped with a screen element 8, an its upper end with a suitable number of vent openings 9, while the length of the pipe 7 is suflicient to pre vent any oil being sucked by ,the engine action up to the level of a horizontal branch pipe 10 leading off from the top of the pipe 7 to the rear, where it is provided with a flexible portion 12 terminating in an elbow 14 turned in the direction of the carburetor 15; T he flexible portion 12 of the pipe is designed to take care of any relative play between the parts of the above described connections.

Between the elbow 14 and the air intake portion 16 of the carbureter 15 is interposed a casing 17 providing a chamberlB separated by a screen 19 from the intake 16. The chamber 18 is divided by a diagonal partition 20 having an opening 21 'the'pas sage through which is controlled by a gravity check valve 22 adapted to open under the influence of the engine suction for admitting air from the crank-case into the carburetor, as will be readily understood. A t the top of the chamber 18 is also provided an air vent opening 23 controlled by a check valve 24 which is adapted to be maintained normally closed by the combined action of gravity and the engine suction, but which is also adapted under cer- 'tain conditions to be forced open to permit any excess of air within the chamber 18 at the right of valve 22 to escape through the opening 23.

lin the operation of the device, air which is more or laden with oil vapors from the crank-case is sucked up through the breather-pipe 6 and the pipes 7 and 10 into the chamber 18. The length of the pipe '7 obviously prevents any of the liquid oil from being drawn along with the air and vapor into said chamber .18. The suctional action of the engine through the carburetor will cause the flow of air and vapor just described to force open the valve 22 and be drawn into the carburetor through the intake passage 16, whereupon said air and oil vapor are mixed. with the fuel derived from the fuel-supply tank. Since thisair is sat-- of fuel through the carbureter and the increase in the temperature of the mixture promotes the complete vaporization of the fuel and puts it in a more nearly ideal state for combustion. In this respect I find the action of the engine so improved that the same can be slowed down and run idle with the carburetor throttle almost entirely closed. On the other hand the temperature of the air in the crank-case is modified by the circulation of the air resulting from the use of the attachment, so that a more favorable condition as regards temperature is maintained in the crank-case. ny increase in the demand for auxiliary ail is met by the provision of the vent openings 9, and in the event of irregularities of pressure or an undue rise of the same in the chamber 18 at the right of the valve 22, such as would arise from backward impulses transmitted through the carburetor from the intake manifold of the engine, particularly in the starting of the engine, this pressure will be released by the venting of air through the opening 23 past the valve 24. Moreover, the valve 24 may be maintained open manually or otherwise, if desired, in the starting of the engine by cranking, to draw air in freely through the carbureter. It. will thus be seen that the action of the device is automatic in all respects, and that the desired functionas regards a more efficient fuel mixture and economical feeding action is fulfilled thereby. WhatI claim is:

1. The combination with the crank-case breather device and carbureter, of a pipe communicating with said device and provided with a check valve controlling communication between said pipe and carbureter anLalso with a check valve between said firsiWalve and the carburetor adapted to open under the action of backward pressure from the carbureter for allowing excess air to vent to the atmosphere.

2. The combination with the crank-ease breather device and carbureter, of a pipe communicatingwith said device and provided with a casing communicating with the carbureter, said casing being provided with a check valve adapted to open under the engine suction to admit air from said pipe to the carbureter and also with a normally closed vent check valve between said first valve and the carbu reter adapted to open under the action of backward pressure from the carbureter for allowing excess air to vent to the atmosphere. I

3. The combination with the crankcase breather device, and carbureter, of a pipe provided with vent openings adapted to admit a limited amount of outside air, said pipe communicating with said breather device and having a casing communicating with said carbureter, said casing being provided with a check valve adapted to open under the engine suction to admit air from said pipe to the carburetor and also with a second normally closed vent check valve between said first valve and the carburetor adapted to open under the action of backward pressure from the carburetor for allowing excess air to vent to the atmosphere.

In witness whereof I aflix my signature.

HERMAN COLEMAN. 

